Control device and method for emergency opening of an aircraft evacuation door

ABSTRACT

The present invention concerns an emergency opening control device for an aircraft door to allow the door to be opened more slowly in an initial phase of opening and more rapidly in at least one subsequent opening phase.

This application claims priority of French application no. 01 12838which was filed on Oct. 5, 2001, and was not published in English.

TECHNICAL FIELD

The present invention concerns a control device and method for theemergency opening of an aircraft evacuation door. It also concerns anaircraft emergency evacuation device equipped with such an openingcontrol. Evacuation door is taken to mean an aircraft door intended asan exit door for the occupants of an aircraft in case of an incident oraccident. An evacuation door can also be used, under normal useconditions, for embarkation and disembarkation of passengers and/or thecrew members of the aircraft.

The invention can be applied to different types of aircraft, includingcivil or military, and in particular to passenger transport airplanes.

STATE OF PRIOR ART

Aircraft entries/exits are typically delimited by a frame, connected tothe fuselage, which receives a door linked to it by a hinge. The hingedefines the door's travel as it is displaced between open and closedpositions. The hinge also allows control of the door's orientationwhilst it is being displaced.

Entries/exits are also equipped with means for locking the door to theframe. The locking means, designed to ensure the door's closed position,are usually handled manually by the crew or by the airport's groundpersonnel.

Lastly, the door and the frame are provided with stops which come intocontact during closing. Pressurisation inside the aircraft assists inmaintaining contact between the stops and support surfaces to which theyare coupled.

Aircraft entries/exits can be used as safety exits for an emergencyevacuation. For this application they are equipped with evacuationequipment such as inflatable slides, for example. The slides can bestored in compartments built into the fuselage or the aircraft's wing.It is nevertheless more usual to arrange for a compartment for theslides directly in the entry/exit doors able to be used in the event ofemergency evacuation.

When the door is closed, following passenger embarkation, the personnelon board arm a system which mechanically connects the slide, stowed inthe door, to the door threshold, that is to the fixed frame.

For normal opening of the door, the system mechanically connecting theslide to the door frame is disarmed allowing the door to be openedwithout deployment of the slide.

On the other hand, in the case where door opening occurs during anemergency evacuation procedure, the slide is automatically deployedoutside the aircraft.

Slide deployment takes place, for example, by inflation using a means ofinflation designed for this purpose.

Certification authority regulations stipulate that total evacuation ofan aircraft must be carried out within 90 seconds, with half the doorsand safety exits operational. This time interval commences when anevacuation signal (illuminated panel, sound signal) is emitted, andterminates when all passengers and crew have reached the ground. It thusencompasses the opening of the doors, slide inflation, evacuation ofpassengers, the crew verifying that all passengers have in fact left theaircraft and crew evacuation. These different stages are all the moredifficult to implement in the allotted time, considering the passengers'inevitable hesitation at the top of the slides and the escape routepassengers must take to get to the safety exits.

Given the very short time allowed for total evacuation of passengers andcrew, it is important to carry out operations not subject to humanintervention in a minimum time period, that is, in particular, theopening of the door and the slide inflation. To this effect, in theevent of an accident or incident, an emergency door opening devicereplaces the device used in a normal situation. When personnel on boardunlock the door to open it, the emergency opening device automaticallyapplies a very significant force to the door allowing it to be rapidlyopened, without human intervention and overcoming the externalconstraints which might impede its opening. Generally, strong pressureis supplied in a cylinder which, by means of a piston, causes the doorto be suddenly opened.

At the same time, the action of unlocking the door initiates the slidedeployment and inflation. Typically, the duration of these operations(opening of the door and deployment-inflation of the slide) should notexceed 10 seconds.

Aeronautical manufacturers seek to gain time in these automaticoperations of opening of the door and deployment-inflation of the slide.These operations are effectively the only ones it is possible tooptimize. An ongoing aim is thus to increase the speed of opening of thedoor and of deployment/inflation of the slide.

A safety issue however arises when the time taken for opening the dooris insufficient to ensure complete deployment of the slide.

Document EP-O 741 073 is cited as an illustration of the technologicalbackground. It describes a damping device for opening and closing of anonboard access door. The document only applies, however, to opening andclosing of the door under normal conditions of use, that is forembarkation and disembarkation of passengers. The described device stopsan unexpected strong pressure exerted on the door (for example a gust ofwind) throwing the door against the fuselage (entailing risk of shockand damage to the fuselage or to one of the door's own mechanisms) or acrew member's limb (for example, an arm stuck in the door frame). Thedevice described in the abovementioned document has thus as its soleobjective to respond to an untimely external prompting capable ofmodifying the normal operating conditions of the door.

DISCLOSURE OF THE INVENTION

The present invention aims to propose a command device and method foremergency opening of an aircraft door, as well as an emergencyevacuation device which does not have the limitations mentioned above.

One objective is in particular to allow emergency opening of entry/exitdoors which is particularly rapid.

Another objective is to avoid complete opening of the door beforedeployment of an evacuation equipment associated with the entry/exitunder consideration.

One objective, finally, is not to delay the opening of the door untilcomplete deployment of the evacuation equipment.

To attain these objectives, the invention has, more precisely, as itsobject, a control device for emergency opening of an aircraft doorcomprising:

at least one triggering mechanism for emergency opening,

at least one door actuator, and

means of power supply to the actuator responding to the triggeringmechanism.

According to the invention, the device also comprises means formodification of the power delivered by the means of power supply to theactuator, to allow the door to be opened more slowly in an initial phaseof opening and more rapidly in at least one subsequent opening phase.Whilst the description which follows refers to only one triggeringmechanism and one actuator, it is understood the device of the inventionmay comprise several triggering mechanisms, manual or automatic, as wellas several actuators. In the case of a number of actuators, these canwork in a concomitant, successive or sequential fashion.

Whilst, in each phase, the power delivered to the actuator is sufficientto allow the door to be opened, the power delivered to the actuator isweaker in the initial phase than in the subsequent phase or phases. Inthe initial phase the power is provided for producing a relatively slowopening.

The slow initial opening of the door, whilst simultaneously triggeringthe opening of the door and the deployment of the evacuation equipment,permits the full opening of the door to be delayed, thus allowing timefor the evacuation equipment's deployment. The slow phase of dooropening is termed the initial phase insofar as the door is notcompletely opened at the end of this phase. This feature prevents anagitated passenger from climbing out of the aircraft before completedeployment of the evacuation equipment.

During the subsequent phase or phases of door opening, a greater poweris supplied to the actuator so as to proceed with and rapidly completethe opening of the door.

In one particular embodiment of the control device, it can comprise atime delay sequencer to control delivery of a first power to theactuator during the initial phase and of a second power greater than thefirst power in the final phase.

The time delay sequencer can be, for example, an electric sequencer. Itcan also comprise a trigger spring capable of being released by thetriggering mechanism and coupled to a shock absorber. The sequencer isconnected to the means for modification of the power delivered to theactuator.

In variations not described in detail here, the opening phases can alsobe controlled by the degree of deployment of the passenger evacuationequipment.

The means of power supply can be, for example, electric, hydraulic orpneumatic. They are then linked to actuators in the form of electric,hydraulic or pneumatic cylinders.

In one advantageous implementation of the invention, describedhereafter, the means of power supply are pneumatic and, more precisely,of pressurized gas.

They comprise, for example, a first and second source of pressurizedgas, the first source of pressurized gas being at a lower pressure thanthe second source of pressurized gas. The means for modification of thepower delivered to the actuator comprises a distributor to successivelyconnect the actuator to the first then the second source of pressurizedgas. The sources of pressurized gas can comprise reservoirs ofcompressed air or nitrogen.

Supply of the first source of pressurized gas to the actuatorcorresponds to the initial slow opening phase, whilst supply of thesecond source of pressurized gas to the actuator, corresponds, forexample, to a second phase of rapid and complete opening of the door.

According to an alternative embodiment of the device, the means of powercan also comprise a single source of pressurized gas. In this case, themeans for modification of the power delivered to the actuator comprise aregulating valve for regulating a gas flow between the source ofpressurized gas and the actuator.

The invention also concerns an aircraft emergency evacuation devicecomprising:

an aircraft evacuation door

at least one item of passenger evacuation equipment capable of beingdeployed close to the door, and

a control device for emergency opening of the door, such as describedabove.

Evacuation equipment is taken to mean all equipment capable of beingdeployed in an emergency to facilitate the evacuation of passengers andcrew. In particular the evacuation equipment can include one or severalinflatable slides and/or equipment able to be used as life rafts.

Advantageously, the emergency opening triggering mechanism may becoupled to means of deployment of the passenger evacuation equipment.

Lastly, the invention concerns an automatic emergency opening method foran aircraft door. According to the method, the door receives a firstactuation in an initial phase of opening and a second actuation, greaterthan the first, in a subsequent phase of opening of the door.

Whilst deployment of the evacuation equipment can still be achievedduring a phase of opening subsequent to the initial phase, the durationof the initial phase is preferably set so as to be greater than or equalto the duration of deployment of the evacuation equipment. For example,the duration of the initial phase of the door opening and slidedeployment may be in the order of 6 seconds and that of a subsequentopening phase may be 4 seconds.

Other characteristics and advantages of the invention will emerge fromthe following description, in reference to the figures of theaccompanying drawings. This description is given purely by way ofillustration and is not restrictive.

BRIEF DESCRIPTION OF FIGURES

FIG. 1 shows schematically a control device for the opening of anaircraft door, in conformance with the invention, and an evacuationdevice equipped with it.

FIG. 2 shows in more detailed fashion a particular embodiment of thecontrol device of FIG. 1.

FIG. 3 shows schematically another control device for the opening of anaircraft door, also in conformance with the invention, and an evacuationdevice equipped with it.

FIG. 4 shows in more detailed fashion a particular embodiment of thecontrol device of FIG. 3.

DETAILED DESCRIPTION OF EMBODIMENTS OF THE INVENTION

In the following description, identical, similar or equivalent parts ofthe different figures are designated by the same reference numbers tofacilitate comparison between figures. On the other hand, and forclarity's sake, not all elements in the figures are shown to the samescale.

FIG. 1 shows an emergency evacuation device comprising a door 2. This isan onboard access door allowing passenger embarkation or disembarkationunder normal conditions of use. The doorway, located, for example, closeto the aircraft wing, also constitutes a safety exit for emergencyevacuation of passengers from the aircraft.

Passenger evacuation equipment, such as a slide 4, is housed at thebottom of the door 2. As shown symbolically in FIG. 1, the slide isattached to the aircraft's fuselage 5 before takeoff. It can inparticular be attached to the door threshold. This takes place by arminga link mechanism L, controlled by the cabin personnel. The linkmechanism is represented symbolically by a simple line. At the end ofthe flight, when no emergency evacuation procedure has been carried out,the link mechanism is disarmed and the slide remains in its compartment4 in the bottom of the door 2.

On the other hand, in the case of an emergency evacuation, the linkmechanism linking the slide to the fuselage is not disarmed. The slidethus remains attached to the fuselage, during its deployment.

Reference 10 on FIG. 1 designates a lever forming a triggering mechanismfor emergency opening of the door 2. When the lever 10 is operated, acontrol device for automatic opening of the door 2 is activated. Theaction of operating the lever 10 also has the effect of triggeringdeployment of the evacuation equipment, in this case the slide 4.

The emergency door opening device essentially comprises an actuator 8,means of power supply to the actuator, 14, 16, and means 20 formodification of the power delivered to the actuator.

Reference 18 designates a time delay sequencer designed to drive themeans 20 for modification of the power delivered.

In the example illustrated in FIG. 1, the means of supply comprise twopower supply sources. A first source, 14, for a weaker power supply, anda source, 16, for a stronger power supply. The means for modification,20, is designed to link the first supply source 14 to the actuator 8 inan initial opening phase, to carry out a slow opening of the door 2.Then, after a time set by the time sequencer 18, the means formodification 20 links the second source 16 to the actuator 8 for rapidopening of the door.

FIG. 2, described hereafter, illustrates a particular embodiment of theemergency opening device 6 in FIG. 1 in which the opening of the door ispneumatic.

The first and second power supply sources, 14 and 16, are reservoirs ofpressurized gas, for example compressed air. By analogy with FIG. 1, thereservoirs are also designated by references 14 and 16. The pressure ofthe gas contained in the first reservoir 14 is less than that containedin the second reservoir 16.

When the lever, 10, is operated as indicated by an arrow, this causesdisplacement of a punch 50, loaded by a spring 51. The punch 50 piercesa membrane 52 within a percussion valve. The membrane 52 separates afirst chamber 54 of the percussion valve from a second chamber 56.

Whilst this aspect is discussed in the remainder of the description, itcan be noted that the first chamber 54 contains pressurized gas which issupplied by the first reservoir 14. This gas spreads into the secondchamber 56 as soon as the membrane 52 is ruptured.

The punch's displacement also leads to the opening of a valve 57 whichconnects the second chamber 56 with a third chamber 58 linked to thedoor's actuator 8.

The actuator 8 is shown here as a pneumatic cylinder. This cylinderconsists of a piston driven by the pressurised gas originating from thefirst reservoir 14. The pressurized gas supplied to the cylinder crossesthe first, second and third chambers of the percussion valve. Fed by thepressurised gas from the first reservoir 14, the cylinder commences theslow opening of the door.

The operation of the lever 10 also causes the triggering of the timesequencer 18. This comprises a piston 60 charged by a spring 66. Thepiston 60 is equipped with a jet 62 and separates two chambers 64 and 65of the sequencer. An incompressible fluid contained in chambers 64 and65 has to pass through the jet 62, from chamber 64 to chamber 65, toallow the piston to move.

At a rest position, shown in FIG. 2, a tappet, 68, resting on a collar70, attached to the rod 72 of the piston 60, prevents the spring'srelease. When the lever 10 is operated, a wheel 74 pushes against an arm76 and displaces the tappet 68. The spring 66 then causes the piston 60to be displaced. The piston's displacement takes place at a speeddictated essentially by the passage of fluid through the jet 62, that isby the jet's diameter. The jet 62 constitutes, along with the piston andchambers 64 and 65 a damper to the spring's 66 release.

As it moves, the piston, pulls the piston rod 72 which moves a slidevalve 80.

The slide valve 80 forms part of the means 20 for modification of thepower delivered to the door actuator. The slide valve 80 moves within adistributor 82, from an initial position open to the first reservoir ofcompressed gas 14 to a position open to the second reservoir ofcompressed gas 16.

More precisely, the slide valve 80 with an initial position allowingpassage of gas from the first reservoir 14 and blocking off passage ofgas from the second reservoir 16, moves to a position in which it freespassage of gas from the second reservoir and blocks off passage of gasfrom the first reservoir.

After the slide valve has moved, a second door opening phase isimplemented. The gas under strong pressure from the second reservoircrosses the percussion valve and is applied to the cylinder 8. Rapidopening of the door ensues.

Preferably, the time delay, that is in particular the diameter of thejet 62, is adjusted so as to allow sufficient deployment of the slidebetween the instant when the lever 10 is applied and the instant whenthe second pressurized gas reservoir 16 is linked to the cylinder.

Another possible embodiment of the evacuation device according to theinvention is illustrated in FIG. 3.

FIG. 3 shows a large number of parts which are identical to those inFIG. 1. The description of these parts is thus omitted.

In contrast to FIG. 1, the emergency opening device 6 in FIG. 3 has onlyone power supply source. This is indicated by reference 15.

The means 20 for modification of the power delivered to the actuator 8is no longer a means which allows the simple commutation between twosources but a means allowing adjustment of the power supplied by thesingle source 15. The adjustment between different values can begradual, thus corresponding to different phases of the door opening. Theadjustment can also be continuous between a nil and maximum value.

In the latter case, the initial phase and the subsequent phase or phasesdo not correspond to stages of constant power output but to ranges ofchange in power delivered to the actuator.

The time sequencer 18 serves, in this example, to control the speed ofchange of the pressure supplied to the actuator.

This speed is adjusted preferably so that the opening of the door isrelatively slow during deployment of the slide and more rapid after itsdeployment.

FIG. 4 shows a particular embodiment of an aspect of the device in FIG.3, in which the opening of the door is pneumatic.

The figure comprises a large number of the elements already mentioned inrelation to FIG. 2. For these elements, indicated by the samereferences, one can refer to the preceding description.

One can see, in FIG. 4, that the opening device contains only onereservoir 15 of pressurized gas. This reservoir replaces the tworeservoirs 14 and 16 in FIG. 2. However, the pressure of the gascontained in the reservoir 15 is greater than the pressure of the gascontained in the first reservoir 14 of the device in FIG. 2. In otherwords, the pressure is sufficient to allow rapid opening of the door.The pressure in the single reservoir 15 in FIG. 4 is preferably greaterthan or equal to the pressure in the second reservoir 16 in FIG. 2.

During the initial phase of opening of the door, a plug 81 of aregulating valve 82, comparable to the distributor in FIG. 2, has aposition in which it partially blocks a passage outlet O for the gasfrom the reservoir 15 towards the chambers 54, 56, 58 and towards thecylinder 8. In this position, and when the membrane 52 is perforated,the gas under relatively weak pressure is led towards the cylinder forslow opening of the door. In fact, the gas pressure falls via throttlingbrought about by the partial blocking of the gas's passage.

Then, under the action of the time sequencer 18, the plug 81 is pushedinto a second position in which the passage of gas is entirely liberatedan in which gas under strong pressure is applied to the cylinder 8. Thiscorresponds to a second phase of rapid opening of the door.

The translation between the initial phase when the passage of gas ispartially blocked to the phase where it is entirely free can be abruptor gradual. The gradual transition can be obtained by the displacementof the sequencer 18's piston rod 72 and/or by the shape of a gas passageallowed in regulating valve 82 and/or by the shape of the plug 81. Foran abrupt transition from the position of the throttled gas passage inthe regulating valve 82 to the clear passage position, the piston roddisplacement is simply used to regulate the time taken between themoment of initial release and the moment where the clear gas passageposition is attained.

What is claimed is:
 1. A control device for emergency opening of anaircraft door comprising: at least one triggering mechanism (10) foremergency opening, at least one door actuator (8), means (14, 15, 16) ofpower supply to the actuator (8) responding to the triggering mechanism,and means (18, 80, 81, 82) for modification of the power delivered bythe means of power supply to the actuator (8), to control a sloweropening of the door in an initial phase of opening and more rapidopening in at least one subsequent opening phase, wherein the means ofpower supply are pneumatic means comprising a first and second sourcesof pressurized gas, the first source of pressurized gas (14) being at alower pressure than the second source of pressurized gas (16), and themeans for modification of the power delivered to the actuator comprisinga distributor (82) to successively link the actuator to the first thenthe second source of pressurized gas.
 2. A control device for emergencyopening of an aircraft door comprising: at least one triggeringmechanism (10) for emergency opening, at least one door actuator (8),means (14, 15, 16) of power supply to the actuator (8) responding to thetriggering mechanism, and means (18, 80, 81, 82) for modification of thepower delivered by the means of power supply to the actuator (8), tocontrol a slower opening of the door in an initial phase of opening andmore rapid opening in at least one subsequent opening phase, wherein themeans of power are pneumatic means comprising a single source (15) ofpressurized gas, in that the means for modification of the powerdelivered to the actuator comprises a regulating valve (82) forregulating a gas flow between the source of pressurized gas and theactuator, wherein said regulating valve (82) comprises a passage outlet(O) for the pressurized gas and a plug (81) capable of partiallyblocking or entirely liberating the passage outlet.
 3. A control devicefor emergency opening of an aircraft door comprising: at least onetriggering mechanism (10) for emergency opening, at least one dooractuator (8), means (14, 15, 16) of power supply to the actuator (8)responding to the triggering mechanism, and means (18, 80, 81, 82) formodification of the power delivered by the means of power supply to theactuator (8), to control a slower opening of the door in an initialphase of opening and more rapid opening in at least one subsequentopening phase, wherein the means for modification of the power deliveredto the actuator comprise a time delay sequencer (18) for delivering afirst power to the actuator during the initial phase and a second powergreater than the first power in the subsequent phase, wherein the timedelay sequencer comprises a trigger spring (66) capable of beingreleased by the triggering mechanism (10) and linked to the means formodification of the power delivered to the actuator, the trigger springbeing coupled to a shock absorber (60, 62, 64, 65).
 4. Aircraftemergency evacuation device comprising: an aircraft exit door (2), atleast one item of passenger evacuation equipment (4) capable of beingdeployed close to the door, and a control device for emergency openingof the door, such that the emergency opening control device conforms toany of the preceding claims.
 5. The evacuation device according to claim4, further comprising means of deployment of the passenger evacuationequipment, said means of deployment being activated when said emergencyopening triggering mechanism (10) is activated.
 6. The evacuation deviceaccording to claim 5, wherein the evacuation equipment is stowed in thedoors, said door being delimited by a frame, and said evacuationequipment is capable of being connected to said frame.